US20230373295A1 - Drive system for four-wheel drive vehicle - Google Patents
Drive system for four-wheel drive vehicle Download PDFInfo
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- US20230373295A1 US20230373295A1 US18/144,454 US202318144454A US2023373295A1 US 20230373295 A1 US20230373295 A1 US 20230373295A1 US 202318144454 A US202318144454 A US 202318144454A US 2023373295 A1 US2023373295 A1 US 2023373295A1
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Classifications
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- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
- B60K17/346—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear
- B60K17/3462—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear with means for changing distribution of torque between front and rear wheels
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
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- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
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- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
- B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
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- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/20—Drive modes; Transition between modes
- B60L2260/28—Four wheel or all wheel drive
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- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/91—Electric vehicles
Definitions
- the disclosure relates to a drive system for an electric-motor propelled four-wheel drive vehicle.
- JP-T Japanese Unexamined Patent Application Publication (Translation of PCT Application)
- JP-T No. 2015-506862 discloses a drive system for a purely electrically all-wheel drivable motor vehicle; the drive system is operable to drive front, rear, left, and right drive wheels.
- differentials are disposed in front and rear axles, and a portion of drive torque of two electric motors on the left and right sides connected with one of the axles is transmitted to the differential of the other axle via right-angle gears and a propeller shaft, thereby driving the four wheels.
- Japanese Unexamined Patent Application Publication No. 2021-020640 presents a drive system for a four-wheel drive vehicle, operable to control driving force transmitted to front, rear, left, and right drive wheels with the control on outputs of left and right electric motors without using any mechanisms for cancelling differential rotation of the front and rear sides such as couplings.
- An aspect of the disclosure provides a drive system for an electric-motor propelled four-wheel drive vehicle having a friction brake system.
- the drive system includes a first motor and a second motor, a propeller shaft, a first differential mechanism, a second differential mechanism, and a control device.
- the propeller shaft is configured to transmit power between a front-wheel side and a rear-wheel side.
- the first differential mechanism is coupled to the first motor, configured to divide output torque of the first motor between a first side of the front-wheel side and the rear-wheel side and a left wheel on a second side of the front-wheel side and the rear-wheel side that is different from the first side.
- the second differential mechanism is coupled to the second motor, configured to divide output torque of the second motor between the first one side and a right wheel on the second side.
- the control device is configured to control regenerative braking force acting as a result of causing the first motor and the second motor to operate in a regeneration mode and friction braking force generated by the friction brake system.
- Each of the first differential mechanism and the second differential mechanism is configured such that the allocation ratio of output torque allocated to the front-wheel side is 50% or more.
- FIG. 1 is a schematic diagram illustrating a configuration example of a drive system for a four-wheel drive vehicle according to an embodiment of the disclosure
- FIG. 2 illustrates an operational example of the drive system for a four-wheel drive vehicle according to the embodiment
- FIG. 3 illustrates another operational example of the drive system for a four-wheel drive vehicle according to the embodiment
- FIG. 4 illustrates proportions of brake torque in the drive system for a four-wheel drive vehicle according to the embodiment
- FIG. 5 illustrates a front/rear allocation ratio of friction brake torque and a front/rear allocation ratio of regenerative brake torque
- FIG. 6 is a flowchart illustrating a braking process of the drive system for a four-wheel drive vehicle according to the embodiment.
- the allocation of driving force between the front-wheel and rear-wheel sides in a four-wheel drive vehicle is determined based on the running performance of the vehicle and is achieved by the design of differential mechanisms. For example, when higher importance is attached to the maneuverability, turning performance, and acceleration performance of the vehicle body, the differential mechanisms used are designed such that the allocation ratio of the rear-wheel side is higher than the allocation ratio of the front-wheel side. By contrast, when higher importance is attached to the running stability in straight running and the fuel efficiency performance, the differential mechanisms used are designed such that the allocation ratio of the front-wheel side is higher than the allocation ratio of the rear-wheel side.
- the allocation ratio of driving force achieved by the differential mechanisms is also used to divide the regenerative braking force of the electric motor.
- An automobile using an electric motor as a power source is able to run without wasting deceleration energy by converting deceleration energy to regenerative energy.
- An automobile using an electric motor as a power source is also able to decelerate and accelerate by using one actuating pedal.
- the regenerative braking force generated during deceleration is calculated based on the target deceleration speed with consideration of the running resistance and weight of the vehicle.
- the rotation speed of the electric motor is also high, and as a result, the vehicle is decelerated by regenerative braking with the electric motor; at significantly low vehicle speeds, the rotation speed of the electric motor is relatively low, and thus, friction braking is used in conjunction with regenerative braking.
- a friction brake system is thus usually designed or controlled such that the allocation ratio of brake torque allocated to the front-wheel side is higher than the allocation ratio of brake torque allocated to the rear-wheel side.
- a drive system for an electric-motor propelled four-wheel drive vehicle includes differential mechanisms that make the allocation ratio of the rear-wheel side higher than the allocation ratio of the front-wheel side, when the ratio of friction braking force increases while the ratio of regenerative braking force decreases, the allocation ratio of braking force between the front-wheel and rear-wheel sides suddenly changes. As a result, when the friction coefficient of the surface of a road is relatively small, the behavior of the vehicle can become unstable.
- FIG. 1 The overall configuration of a drive system for a four-wheel drive vehicle according to the embodiment of the disclosure will be described with reference to FIG. 1 .
- a drive system for an electric-motor propelled all-wheel drive (AWD) vehicle is described as an instance; in the drive system, the output torque of two electric motors on the left and right sides is divided between the front and rear wheels.
- ATD electric-motor propelled all-wheel drive
- FIG. 1 is a schematic diagram of the overall configuration of a drive system 1 according to the present embodiment.
- the drive system 1 includes a first motor 20 L, a second motor 20 R, a first differential mechanism 10 L, a second differential mechanism 10 R, a first right-angle gear 31 , a propeller shaft 23 , a second right-angle gear 33 , and a third differential mechanism 10 F.
- the first motor 20 L and the second motor 20 R are, for example, known three-phase alternating-current synchronous motors.
- a control device 50 provides control to drive the first motor 20 L and the second motor 20 R by controlling an inverter that is not illustrated in the drawings.
- An output shaft 21 L of the first motor 20 L is coupled to the first differential mechanism 10 L.
- An output shaft 21 R of the second motor 20 R is coupled to the second differential mechanism 10 R.
- the first differential mechanism 10 L has a planetary gear train including a sun gear 15 L, pinion gears 12 L, a ring gear 13 L, and a carrier 11 L supporting the pinion gear 12 L.
- the output shaft 21 L of the first motor 20 L is coupled to the carrier 11 L.
- the output torque of the first motor 20 L is transmitted to the first differential mechanism 10 L via the carrier 11 L.
- the first differential mechanism 10 L divides the output torque of the first motor 20 L between a left rear wheel 3 LR and the front-wheel side. A portion of the output torque of the first motor 20 L is transmitted through the ring gear 13 L and a gear train 41 L to a drive axle 5 LR of the left rear wheel 3 LR. A portion of the output torque of the first motor 20 L is transmitted through the sun gear 15 L to an intermediate output shaft 21 and further transmitted through the first right-angle gear 31 to the propeller shaft 23 .
- the second differential mechanism 10 R has a planetary gear train including a sun gear 15 R, pinion gears 12 R, a ring gear 13 R, and a carrier 11 R supporting the pinion gears 12 R.
- the output shaft 21 R of the second motor 20 R is coupled to the carrier 11 R.
- the output torque of the second motor 20 R is transmitted to the second differential mechanism 10 R via the carrier 11 R.
- the second differential mechanism 10 R divides the output torque of the second motor 20 R between a right rear wheel 3 RR and the front-wheel side.
- a portion of the output torque of the second motor 20 R is transmitted through the ring gear 13 R and a gear train 41 R to a drive axle 5 RR of the right rear wheel 3 RR.
- a portion of the output torque of the second motor 20 R is transmitted through the sun gear 15 R to the intermediate output shaft 21 and further transmitted through the first right-angle gear 31 to the propeller shaft 23 .
- the first differential mechanism 10 L divides the drive torque outputted by the first motor 20 L between the left rear wheel 3 LR and the front-wheel side by a predetermined allocation ratio. While the four-wheel drive vehicle decelerates, the first differential mechanism 10 L divides the regenerative torque generated by the first motor 20 L between the left rear wheel 3 LR and the front-wheel side by a predetermined allocation ratio. Similarly, while the four-wheel drive vehicle accelerates, the second differential mechanism 10 R divides the drive torque outputted by the second motor 20 R between the right rear wheel 3 RR and the front-wheel side by a predetermined allocation ratio.
- the second differential mechanism 10 R divides the regenerative torque generated by the second motor 20 R between the right rear wheel 3 RR and the front-wheel side by a predetermined allocation ratio.
- the first differential mechanism 10 L and the second differential mechanism 10 R are individually configured such that the allocation ratio of output torque allocated to the front-wheel side is 50% or more.
- the propeller shaft 23 is coupled via the second right-angle gear 33 to the third differential mechanism 10 F coupled to a drive axle 5 LF of a left front wheel 3 LF and a drive axle 5 RF of a right front wheel 3 RF.
- the third differential mechanism 10 F has a known differential gear including two side gears respectively coupled to the drive axle 5 LF of the left front wheel 3 LF and the drive axle 5 RF of the right front wheel 3 RF and pinion gears meshing with the two side gears, which are not illustrated in the drawings.
- the third differential mechanism 10 F is operable to cause differential rotation with the left front wheel 3 LF and the right front wheel 3 RF, for example, while turning or running on a rough road.
- the propeller shaft 23 transmits driving force between the first motor 20 L and the second motor 20 R, and the front-wheel side. A portion of the output torque of the first motor 20 L and a portion of the output torque of the second motor 20 R are transmitted to the common intermediate output shaft 21 , and the torque combined is transmitted through the first right-angle gear 31 , the propeller shaft 23 , and the second right-angle gear 33 to the third differential mechanism 10 F.
- the third differential mechanism 10 F divides torque between the left front wheel 3 LF and the right front wheel 3 RF based on the frictional resistance or rolling resistance of the left front wheel 3 LF and the right front wheel 3 RF.
- the output shaft 21 L of the first motor 20 L and the output shaft 21 R of the second motor 20 R are disposed parallel to the drive axle 5 LR of the left rear wheel 3 LR and the drive axle 5 RR of the right rear wheel 3 RR.
- the four-wheel drive vehicle provided with the drive system 1 includes a friction brake system 70 .
- the friction brake system 70 illustrated in FIG. 1 is configured as an oil brake system, but this is not to be interpreted as limiting.
- a hydraulic unit 73 controls the pressure of oil supplied to individual brake calipers 7 LF, 7 RF, 7 LR, and 7 RR (hereinafter collectively referred to as the “brake calipers 7 ” when the brake calipers 7 LF, 7 RF, 7 LR, and 7 RR are not distinguished from each other) respectively provided for the front, rear, left, and right drive wheels 3 LF, 3 RF, 3 LR, and 3 RR to generate braking force.
- a brake control device 71 including at least one processor and at least one memory provides control to actuate the hydraulic unit 73 . Friction braking with the friction brake system 70 is used in conjunction with regenerative braking with the first motor 20 L and the second motor 20 R.
- the control device 50 includes at least one processor such as a central processing unit (CPU) and at least one memory.
- a portion or all of the control device 50 may be implemented by, for example, updatable software such as firmware or a program module executable according to instructions provided by, for example, the CPU.
- the memory may be implemented by, for example, a random-access memory (RAM) or a read-only memory (ROM).
- RAM random-access memory
- ROM read-only memory
- the memory is not particularly limited with respect to the number and types of memories.
- the memory stores a computer program to be run by the processor and information such as various parameters to be used in computational processing, detection data, and computation results.
- the control device 50 serves as a device for providing brake control of the four-wheel drive vehicle by running a computer program with the at least one processor.
- the computer program is configured to cause the processor to perform the operations to be performed by the control device 50 .
- the operations will be described later.
- the computer program to be run by the processor may be recorded in a recording medium serving as the memory included in the control device 50 ; alternatively, the computer program may be recorded in a recording medium provided in the control device 50 or any recording medium externally connectable to the control device 50 .
- the recording medium for recording the computer program may take many forms including any type of magnetic medium such as a hard disk, a floppy disk, and a magnetic tape, any type of optical recording medium such as a compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), a solid state drive (SSD), and a Blu-ray (registered trademark) disc, any type of magneto-optical medium such as a Floptical disk, any type of storage element such as a RAM and a ROM, any type of flash memory such as a Universal Serial Bus (USB) memory, and any other types of medium capable of storing programs.
- any type of magnetic medium such as a hard disk, a floppy disk, and a magnetic tape
- any type of optical recording medium such as a compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), a solid state drive (SSD), and a Blu-ray (registered trademark) disc
- CD-ROM compact disc read-only memory
- DVD digital versatile disc
- the drive axles 5 LF and 5 RF on the front-wheel side are coupled to each other with the third differential mechanism 10 F interposed between the drive axles 5 LF and 5 RF.
- the drive axles 5 LR and 5 RR on the rear-wheel side are coupled via the first differential mechanism 10 L and the second differential mechanism 10 R, so that the rotation of one of the rear wheels is not transmitted directly to the other.
- the drive torque outputted by the first motor 20 L is divided between the left rear wheel 3 LR and the front-wheel side
- the drive torque outputted by the second motor 20 R is divided between the right rear wheel 3 RR and the front-wheel side.
- drive torque is divided based on the load or rolling resistance of the individual front, rear, left, and right drive wheels.
- control device 50 controls the drive torque outputted by the first motor 20 L and the drive torque outputted by the second motor 20 R with consideration of, for example, differential rotation due to the turning radius difference between the left and right rear wheels. As such, torque vectoring control for controlling output torque transmitted to front, rear, left, and right drive wheels is performed.
- the control device 50 provides cooperative control of friction braking with the friction brake system 70 and regenerative braking with the first motor 20 L and the second motor 20 R. During this control, regenerative brake torque is divided between the front-wheel side and the rear-wheel side by the first differential mechanism 10 L and the second differential mechanism 10 R.
- the allocation ratio of torque divided between the front-wheel side and the rear-wheel side by the first differential mechanism 10 L and the second differential mechanism 10 R is 55:45.
- the allocation ratio of torque divided between the front-wheel side and the rear-wheel side is not limited to this instance; it is sufficient that the allocation ratio of torque allocated to the front-wheel side be 50% or more.
- FIG. 2 indicates the torque (in relative value) transmitted to each of the front, rear, left, and right drive wheels, given that the output torque of the first motor 20 L corresponds to a relative value of 100, and the output torque of the second motor 20 R corresponds to a relative value of 100.
- the output torque of positive values represents drive torque
- the output torque of negative values represents regenerative torque.
- the drive torque outputted by the first motor 20 L is transmitted through the carrier 11 L to the first differential mechanism 10 L and divided between the left rear wheel 3 LR and the intermediate output shaft 21 coupled to the front-wheel side by the ratio of 45:55.
- the drive torque corresponding to a relative value of 45 is transmitted through the ring gear 13 L to the left rear wheel 3 LR, and the drive torque corresponding to a relative value of 55 is transmitted via the sun gear 15 L to the intermediate output shaft 21 .
- the drive torque outputted by the second motor 20 R is transmitted through the carrier 11 R to the second differential mechanism 10 R and divided between the right rear wheel 3 RR and the intermediate output shaft 21 coupled to the front-wheel side by the ratio of 45:55.
- the drive torque corresponding to a relative value of 45 is transmitted through the ring gear 13 R to the right rear wheel 3 RR, and the drive torque corresponding to a relative value of 55 is transmitted via the sun gear 15 R to the intermediate output shaft 21 .
- the drive torque (a relative value of 55) transmitted to the intermediate output shaft 21 out of the drive torque outputted by the first motor 20 L and the drive torque (a relative value of 55) transmitted to the intermediate output shaft 21 out of the drive torque outputted by the second motor 20 R add up to a total torque (a relative value of 110); the total torque (a relative value of 110) is transmitted through the first right-angle gear 31 , the propeller shaft 23 , and the second right-angle gear 33 to the third differential mechanism 10 F.
- the drive torque corresponding to a relative value of 110 is transmitted to the left front wheel 3 LF and the right front wheel 3 RF; the drive torque is divided between the left front wheel 3 LF and the right front wheel 3 RF by the ratio of 50:50, that is, the ratio of 55:55 in relative value.
- the regenerative torque generated by the first motor 20 L is transmitted through the carrier 11 L to the first differential mechanism 10 L and divided between the left rear wheel 3 LR and the intermediate output shaft 21 coupled to the front-wheel side by the ratio of 45:55.
- the regenerative torque corresponding to a relative value of ⁇ 45 is transmitted through the ring gear 13 L to the left rear wheel 3 LR, and the regenerative torque corresponding to a relative value of ⁇ 55 is transmitted via the sun gear 15 L to the intermediate output shaft 21 .
- the regenerative torque generated by the second motor 20 R is transmitted through the carrier 11 R to the second differential mechanism 10 R and divided between the right rear wheel 3 RR and the intermediate output shaft 21 coupled to the front-wheel side by the ratio of 45:55.
- the regenerative torque corresponding to a relative value of ⁇ 45 is transmitted through the ring gear 13 R to the right rear wheel 3 RR, and the regenerative torque corresponding to a relative value of ⁇ 55 is transmitted via the sun gear 15 R to the intermediate output shaft 21 .
- the regenerative torque (a relative value of ⁇ 55) transmitted to the intermediate output shaft 21 out of the regenerative torque generated by the first motor 20 L and the regenerative torque (a relative value of ⁇ 55) transmitted to the intermediate output shaft 21 out of the regenerative torque generated by the second motor 20 R add up to a total torque (a relative value of ⁇ 110); the total torque (a relative value of ⁇ 110) is transmitted through the first right-angle gear 31 , the propeller shaft 23 , and the second right-angle gear 33 to the third differential mechanism 10 F.
- the regenerative torque corresponding to a relative value of ⁇ 110 is transmitted to the left front wheel 3 LF and the right front wheel 3 RF; the regenerative torque is divided between the left front wheel 3 LF and the right front wheel 3 RF by the ratio of 50:50, that is, the ratio of ⁇ 55: ⁇ 55 in relative value.
- FIG. 3 indicates the torque (in relative value) transmitted to each of the front, rear, left, and right drive wheels while the four-wheel drive vehicle turns, given that the drive torque outputted by the first motor 20 L corresponds to a relative value of 100, and the drive torque outputted by the second motor 20 R corresponds to a relative value of 50.
- the drive torque outputted by the first motor 20 L is transmitted through the carrier 11 L to the first differential mechanism 10 L and divided between the left rear wheel 3 LR and the intermediate output shaft 21 coupled to the front-wheel side by the ratio of 45:55.
- the drive torque corresponding to a relative value of 45 is transmitted through the ring gear 13 L to the left rear wheel 3 LR, and the drive torque corresponding to a relative value of 55 is transmitted via the sun gear 15 L to the intermediate output shaft 21 .
- the drive torque outputted by the second motor 20 R is transmitted through the carrier 11 R to the second differential mechanism 10 R and divided between the right rear wheel 3 RR and the intermediate output shaft 21 coupled to the front-wheel side by the ratio of 45:55.
- the drive torque corresponding to a relative value of 22.5 is transmitted through the ring gear 13 R to the right rear wheel 3 RR, and the drive torque corresponding to a relative value of 27.5 is transmitted via the sun gear 15 R to the intermediate output shaft 21 .
- the drive torque (a relative value of 55) transmitted to the intermediate output shaft 21 out of the drive torque outputted by the first motor 20 L and the drive torque (a relative value of 27.5) transmitted to the intermediate output shaft 21 out of the drive torque outputted by the second motor 20 R add up to a total torque (a relative value of 82.5); the total torque (a relative value of 82.5) is transmitted through the first right-angle gear 31 , the propeller shaft 23 , and the second right-angle gear 33 to the third differential mechanism 10 F.
- the drive torque corresponding to a relative value of 82.5 is transmitted to the left front wheel 3 LF and the right front wheel 3 RF; the drive torque is divided between the left front wheel 3 LF and the right front wheel 3 RF by the ratio of 50:50, that is, the ratio of 41.25:41.25 in relative value.
- the drive torque transmitted to each of the front, rear, left, and right drive wheels is controlled by appropriately controlling the output of the first motor 20 L, which outputs the torque to be divided between the left rear wheel 3 LR and the front-wheel side, and the output of the second motor 20 R, which outputs the torque to be divided between the right rear wheel 3 RR and the front-wheel side.
- the drive system 1 does not use any mechanisms for cancelling differential rotation of the front and rear wheels such as couplings. This increases the flexibility to directly control the drive torque transmitted to the individual front, rear, left, and right drive wheels.
- FIG. 4 illustrates cooperative brake control by the control device 50 .
- FIG. 4 illustrates an instance of changes with time of the requested brake torque requested by a driver during manual driving or the requested brake torque calculated during automated driving and changes with time in the proportions of friction brake torque and regenerative brake torque in the requested brake torque.
- the control device 50 calculates regenerative brake torque using the running resistance and vehicle weight, based on a braking operation by the driver or a target deceleration rate in automatic driving control. At this time, because at high vehicle speeds the rotation speed of the first motor 20 L and the second motor 20 R is relatively high, the proportion of regenerative brake torque generated by the first motor 20 L and the second motor 20 R is made large.
- the first differential mechanism 10 L and the second differential mechanism 10 R are configured such that the allocation ratio of output torque allocated to the front-wheel side is 50% or more. This reduces the likelihood of a sudden change in the allocation ratio of brake torque between the front-wheel side and the rear-wheel side due to a sudden change in the proportions of regenerative brake torque and friction brake torque.
- FIG. 5 illustrates the front/rear allocation ratio of regenerative brake torque and the front/rear allocation ratio of friction brake torque.
- the allocation ratio of friction brake torque (the front-wheel side:the rear-wheel side) is 60:40.
- an understeer, spinout, or another kind of behavior can occur, for example, when the friction coefficient of the road surface is small.
- the brake torque allocated to the front-wheel side increases by a less amount. In this case, the likelihood of an understeer, spinout, or another kind of behavior is reduced.
- the allocation ratio of regenerative brake torque is set to any allocation ratio depending on the design of the first differential mechanism 10 L and the second differential mechanism 10 R.
- the allocation ratio of regenerative brake torque allocated to the front-wheel side is 50% or more, it is possible to reduce the likelihood of a sudden change in the allocation ratio when the proportions in the requested brake torque suddenly change from the proportions in which the proportion of regenerative brake torque is relatively large to the proportions in which the proportion of friction brake torque is relatively large.
- the allocation ratio of torque divided between the front-wheel side and the rear-wheel side (the front-wheel side:the rear-wheel side) achieved with the first differential mechanism 10 L and the second differential mechanism 10 R be in the range of 50:50 to 60:40.
- the following describes an instance of cooperative brake control processing operations for a four-wheel drive vehicle performed by the control device 50 with reference to FIG. 6 .
- the control device 50 determines whether the four-wheel drive vehicle has started to decelerate (step S 11 ).
- the control device 50 determines that the four-wheel drive vehicle has started to decelerate, for example, when any of the following conditions is satisfied: the distance of how far the brake pedal is pushed or the magnitude of force applied on the brake pedal exceeds a predetermined threshold; the speed at which the accelerator pedal is released exceeds a predetermined threshold; an instruction to decelerate according to automatic driving control is received.
- the control device 50 repeats the determination operation in step S 11 .
- the control device 50 calculates the requested brake torque (step S 13 ).
- the control device 50 refers to a map or another kind of data previously stored in the memory and accordingly calculates the requested brake torque based on the distance of how far the brake pedal is pushed or the magnitude of force applied on the brake pedal, or the speed at which the accelerator pedal is released.
- the control device 50 obtains the information of the requested brake torque.
- the control device 50 calculates the regenerative torque to be generated by the first motor 20 L and the regenerative torque to be generated by the second motor 20 R (step S 15 ). For example, the control device 50 obtains information of the rotation speed of the first motor 20 L and information of the rotation speed of the second motor 20 R and calculates the regenerative torque that the first motor 20 L is able to generate and the regenerative torque that the second motor 20 R is able to generate. For example, while the four-wheel drive vehicle decelerates, the control device 50 causes the first motor 20 L and the second motor 20 R on the left and right sides to generate the same regenerative torque.
- control device 50 compares a smaller value between the regenerative torque that the first motor 20 L is able to generate and the regenerative torque that the second motor 20 R is able to generate with the value obtained by multiplying the requested brake torque by 0.5; and the control device 50 designates a smaller value between these values as the regenerative torque to be generated by the first motor 20 L and the second motor 20 R.
- control device 50 calculates the sum with respect to the regenerative torque calculated in step S 15 (step S 17 ).
- the value obtained by doubling the calculated regenerative torque is the value of regenerative brake torque in the requested brake torque.
- the control device 50 calculates the friction brake torque (step S 19 ). For example, the control device 50 subtracts the regenerative brake torque from the requested brake torque and designates the residual deficiency as the friction brake torque.
- the control device 50 may refer to a map or another kind of data previously stored for cooperative brake control and calculate the friction brake torque based on the requested brake torque, and the vehicle speed or the rotation speed of the first motor 20 L and the second motor 20 R.
- the control device 50 determines whether the vehicle speed of the four-wheel drive vehicle is lower than the predetermined threshold V_thr that is preset (step S 21 ).
- the threshold V_thr corresponds to a vehicle speed that is achievable with the minimum motor rotation speed at which the first motor 20 L and the second motor 20 R stably generate regenerative brake torque; the threshold V_thr is preset to a predetermined value.
- the control device 50 causes the first motor 20 L and the second motor 20 R to operate in the regeneration mode, targeting the regenerative torque calculated in step S 15 (step S 25 ). As a result, regenerative braking force is generated.
- the control device 50 transmits the value of friction brake torque calculated in step S 19 as an indication value to the brake control device 71 (step S 27 ). Based on the indication value of friction brake torque, the brake control device 71 controls actuation of the hydraulic unit 73 to generate friction braking force.
- the control device 50 gradually reduces regenerative brake torque to zero (step S 23 ).
- the control device 50 provides adjustment to friction brake torque by increasing friction brake torque by the reduced amount of regenerative brake torque, so that the requested brake torque is maintained by regenerative brake torque and friction brake torque.
- the proportion of regenerative brake torque in the requested brake torque declines, the proportion of friction brake torque in the requested brake torque rises.
- control device 50 causes the first motor 20 L and the second motor 20 R to operate in the regeneration mode, targeting the value obtained by multiplying the regenerative brake torque calculated in step S 23 by 0.5 (step S 25 ). As a result, regenerative braking force is generated.
- the control device 50 transmits the value of friction brake torque adjusted in step S 23 as an indication value to the brake control device 71 (step S 27 ). Based on the indication value of friction brake torque, the brake control device 71 controls actuation of the hydraulic unit 73 to generate friction braking force.
- the drive system 1 is configured such that with respect to the output torque of the first motor 20 L and the second motor 20 R divided by the first differential mechanism 10 L and the second differential mechanism 10 R, the allocation ratio of the output torque allocated to the front-wheel side is 50% or more.
- the requested brake torque changes from the state in which the regenerative brake torque dominates the requested brake torque to the state in which the friction brake torque dominates the requested brake torque
- this configuration reduces the likelihood of a sudden change in the allocation ratio of brake torque between the front-wheel side and the rear-wheel side.
- step S 29 determines whether the four-wheel drive vehicle has stopped. For example, when the vehicle speed is zero, the control device 50 determines that the four-wheel drive vehicle has stopped. When the four-wheel drive vehicle has not stopped (No in step S 29 ), the control device 50 determines whether the four-wheel drive vehicle has accelerated (step S 31 ). For example, when the driver has pushed the accelerator pedal, or when an instruction to accelerate according to automatic driving control has been received, the control device 50 determines that the four-wheel drive vehicle has accelerated. When the four-wheel drive vehicle has not accelerated (No in step S 31 ), the control device 50 returns to step S 13 and repeats the operations in the steps described above.
- step S 29 when it is determined that the four-wheel drive vehicle has stopped (Yes in step S 29 ), or when it is determined that the four-wheel drive vehicle has accelerated (Yes in step S 31 ), the control device 50 ends the deceleration process. Afterward, until the drive system 1 stops, the process returns to step S 11 , and the operations in the steps described above are repeated.
- differential mechanisms for dividing output torque between the front-wheel side and the rear-wheel side are provided respectively for the first motor 20 L and the second motor 20 R; the output torque allocated to the left front-wheel side and the output torque allocated to the right front-wheel side are combined together; the combined output torque is then transmitted through the right-angle gears and the propeller shaft to the front-wheel side.
- no device for canceling differential rotation of the front and rear sides is to be provided in the propeller shaft, and torque transmission to the front, rear, left, and right drive wheels is controlled by controlling the output torque of the first motor 20 L and the second motor 20 R.
- both of the first differential mechanism 10 L and the second differential mechanism 10 R are configured such that the allocation ratio of output torque allocated to the front-wheel side is 50% or more. As a result, the allocation ratio of output torque is close to the allocation ratio of friction brake torque.
- This configuration reduces the likelihood of a sudden change in the allocation ratio of brake torque between the front-wheel side and the rear-wheel side when the vehicle speed of the electric-motor propelled four-wheel drive vehicle is considerably low; in this low-speed state, while the proportion of regenerative brake torque declines, the proportion of friction brake torque rises. As a result, it is possible to hinder unstable vehicle behavior.
- the first motor 20 L and the second motor 20 R respectively correspond to the left rear wheel 3 LR and the right rear wheel 3 RR, and output torque is transmitted through the common intermediate output shaft 21 and the common propeller shaft 23 to the left front wheel 3 LF and the right front wheel 3 RF.
- the technology of the disclosure is, however, not limited to this instance.
- the first motor 20 L and the first differential mechanism 10 L may correspond to the left front wheel 3 LF
- the second motor 20 R and the second differential mechanism 10 R may correspond to the right front wheel 3 RF.
- output torque may be transmitted through a common intermediate output shaft and a common propeller shaft to the left rear wheel 3 LR and the right rear wheel 3 RR.
- the configuration of the drive system 1 according to the embodiment is applied to a vehicle designed mainly for motorsport driving, the running stability is more effectively improved.
- a portion of the output torque of the first motor 20 L and a portion of the output torque of the second motor 20 R are transmitted to the front-wheel side through the intermediate output shaft 21 with the sun gears 15 L and 15 R, which are disposed on both ends of the intermediate output shaft 21 , and the first right-angle gear 31 .
- the technology of the disclosure is, however, not limited to this instance.
- a common output shaft with a right-angle gear and an output shaft for receiving the output torque distributed to the front-wheel side by the first differential mechanism 10 L and the second differential mechanism 10 R may be coupled to each other with a gear train.
- limited slip differential gears may be provided respectively for the first differential mechanism 10 L and the second differential mechanism 10 R.
- the control device 50 controls actuation of the limited slip differential gears.
- the limited slip differential gears are operable to limit differential operations of the first differential mechanism 10 L and the second differential mechanism 10 R.
- the limited slip differential gears limits the differential operation of the first differential mechanism 10 L to redistribute the output torque of the first motor 20 L to another drive wheel through the intermediate output shaft 21 . This configuration makes it easy to release the vehicle from the slip state and start the vehicle.
- brake torque (Nm) is used to compute requested braking force (N), regenerative braking force (N), and friction braking force (N) is described.
- the technology of the disclosure is, however, not limited to this instance.
- the computation may be carried out using another kind of indicator.
- the control device 50 illustrated in FIG. 1 can be implemented by circuitry including at least one semiconductor integrated circuit such as at least one processor (e.g., a central processing unit (CPU)), at least one application specific integrated circuit (ASIC), and/or at least one field programmable gate array (FPGA).
- At least one processor can be configured, by reading instructions from at least one machine readable tangible medium, to perform all or a part of functions of the control device 50 .
- a medium may take many forms, including, but not limited to, any type of magnetic medium such as a hard disk, any type of optical medium such as a CD and a DVD, any type of semiconductor memory (i.e., semiconductor circuit) such as a volatile memory and a non-volatile memory.
- the volatile memory may include a DRAM and a SRAM
- the non-volatile memory may include a ROM and a NVRAM.
- the ASIC is an integrated circuit (IC) customized to perform
- the FPGA is an integrated circuit designed to be configured after manufacturing in order to perform, all or a part of the functions of the modules illustrated in FIG. 1 .
Abstract
A drive system for a four-wheel drive vehicle including a friction brake system includes a first motor and a second motor, a propeller shaft for transmitting power between a front-wheel side and a rear-wheel side, a first differential mechanism configured to divide output torque of the first motor between a left wheel on one side of the front-wheel side and the rear-wheel side and the other side, a second differential mechanism configured to divide output torque of the second motor between a right wheel on the one side and the other side, and a control device for controlling regenerative braking force related to the first motor and the second motor and friction braking force related to the friction brake system. The first and second differential mechanisms are configured such that the ratio of output torque allocated to the front-wheel side is 50% or more.
Description
- The present application claims priority from Japanese Patent Application No. 2022-081505 filed on May 18, 2022, the entire contents of which are hereby incorporated by reference.
- The disclosure relates to a drive system for an electric-motor propelled four-wheel drive vehicle.
- In recent years, electric vehicles with four-wheel drive using the outputs of electric motors as driving force have been developed. For example, Japanese Unexamined Patent Application Publication (Translation of PCT Application) (JP-T) No. 2015-506862 discloses a drive system for a purely electrically all-wheel drivable motor vehicle; the drive system is operable to drive front, rear, left, and right drive wheels. For example, in the drive system presented in JP-T No. 2015-506862, differentials are disposed in front and rear axles, and a portion of drive torque of two electric motors on the left and right sides connected with one of the axles is transmitted to the differential of the other axle via right-angle gears and a propeller shaft, thereby driving the four wheels.
- With the drive system disclosed in JP-T No. 2015-506862, the rotation difference between the front and rear wheels caused by, for example, the turning radius difference during turning is to be canceled out using couplings or other parts. This can limit the flexibility of control as regards the distribution of torque between the front and rear sides. In contrast, Japanese Unexamined Patent Application Publication No. 2021-020640 presents a drive system for a four-wheel drive vehicle, operable to control driving force transmitted to front, rear, left, and right drive wheels with the control on outputs of left and right electric motors without using any mechanisms for cancelling differential rotation of the front and rear sides such as couplings.
- An aspect of the disclosure provides a drive system for an electric-motor propelled four-wheel drive vehicle having a friction brake system. The drive system includes a first motor and a second motor, a propeller shaft, a first differential mechanism, a second differential mechanism, and a control device. The propeller shaft is configured to transmit power between a front-wheel side and a rear-wheel side. The first differential mechanism is coupled to the first motor, configured to divide output torque of the first motor between a first side of the front-wheel side and the rear-wheel side and a left wheel on a second side of the front-wheel side and the rear-wheel side that is different from the first side. The second differential mechanism is coupled to the second motor, configured to divide output torque of the second motor between the first one side and a right wheel on the second side. The control device is configured to control regenerative braking force acting as a result of causing the first motor and the second motor to operate in a regeneration mode and friction braking force generated by the friction brake system. Each of the first differential mechanism and the second differential mechanism is configured such that the allocation ratio of output torque allocated to the front-wheel side is 50% or more.
- The accompanying drawings are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification. The drawings illustrate an embodiment and, together with the specification, serve to describe the principles of the disclosure.
-
FIG. 1 is a schematic diagram illustrating a configuration example of a drive system for a four-wheel drive vehicle according to an embodiment of the disclosure; -
FIG. 2 illustrates an operational example of the drive system for a four-wheel drive vehicle according to the embodiment; -
FIG. 3 illustrates another operational example of the drive system for a four-wheel drive vehicle according to the embodiment; -
FIG. 4 illustrates proportions of brake torque in the drive system for a four-wheel drive vehicle according to the embodiment; -
FIG. 5 illustrates a front/rear allocation ratio of friction brake torque and a front/rear allocation ratio of regenerative brake torque; and -
FIG. 6 is a flowchart illustrating a braking process of the drive system for a four-wheel drive vehicle according to the embodiment. - The allocation of driving force between the front-wheel and rear-wheel sides in a four-wheel drive vehicle is determined based on the running performance of the vehicle and is achieved by the design of differential mechanisms. For example, when higher importance is attached to the maneuverability, turning performance, and acceleration performance of the vehicle body, the differential mechanisms used are designed such that the allocation ratio of the rear-wheel side is higher than the allocation ratio of the front-wheel side. By contrast, when higher importance is attached to the running stability in straight running and the fuel efficiency performance, the differential mechanisms used are designed such that the allocation ratio of the front-wheel side is higher than the allocation ratio of the rear-wheel side. The allocation ratio of driving force achieved by the differential mechanisms is also used to divide the regenerative braking force of the electric motor.
- An automobile using an electric motor as a power source is able to run without wasting deceleration energy by converting deceleration energy to regenerative energy. An automobile using an electric motor as a power source is also able to decelerate and accelerate by using one actuating pedal. The regenerative braking force generated during deceleration is calculated based on the target deceleration speed with consideration of the running resistance and weight of the vehicle. At high vehicle speeds, the rotation speed of the electric motor is also high, and as a result, the vehicle is decelerated by regenerative braking with the electric motor; at significantly low vehicle speeds, the rotation speed of the electric motor is relatively low, and thus, friction braking is used in conjunction with regenerative braking. This means that after a vehicle starts to decelerate, in the state in which the braking force requested by a driver is being generated mainly by regenerative braking, the vehicle speed decreases to a predetermined vehicle speed; afterward, the ratio of regenerative braking force decreases, whereas the ratio of friction braking force increases.
- While a vehicle decelerates in forward running, the load on the front-wheel side increases. A friction brake system is thus usually designed or controlled such that the allocation ratio of brake torque allocated to the front-wheel side is higher than the allocation ratio of brake torque allocated to the rear-wheel side. As described above, in the case where a drive system for an electric-motor propelled four-wheel drive vehicle includes differential mechanisms that make the allocation ratio of the rear-wheel side higher than the allocation ratio of the front-wheel side, when the ratio of friction braking force increases while the ratio of regenerative braking force decreases, the allocation ratio of braking force between the front-wheel and rear-wheel sides suddenly changes. As a result, when the friction coefficient of the surface of a road is relatively small, the behavior of the vehicle can become unstable.
- It is desirable to provide a drive system for an electric-motor propelled four-wheel drive vehicle that hinders unstable vehicle behavior when the four-wheel drive vehicle decelerates.
- In the following, an embodiment of the disclosure is described in detail with reference to the accompanying drawings. Note that the following description is directed to an illustrative example of the disclosure and not to be construed as limiting to the disclosure. Factors including, without limitation, numerical values, shapes, materials, components, positions of the components, and how the components are coupled to each other are illustrative only and not to be construed as limiting to the disclosure. Further, elements in the following example embodiment which are not recited in a most-generic independent claim of the disclosure are optional and may be provided on an as-needed basis. The drawings are schematic and are not intended to be drawn to scale. Throughout the present specification and the drawings, elements having substantially the same function and configuration are denoted with the same numerals to avoid any redundant description.
- The overall configuration of a drive system for a four-wheel drive vehicle according to the embodiment of the disclosure will be described with reference to
FIG. 1 . In the present embodiment, a drive system for an electric-motor propelled all-wheel drive (AWD) vehicle is described as an instance; in the drive system, the output torque of two electric motors on the left and right sides is divided between the front and rear wheels. -
FIG. 1 is a schematic diagram of the overall configuration of adrive system 1 according to the present embodiment. Thedrive system 1 includes afirst motor 20L, asecond motor 20R, a firstdifferential mechanism 10L, a seconddifferential mechanism 10R, a first right-angle gear 31, apropeller shaft 23, a second right-angle gear 33, and a thirddifferential mechanism 10F. Thefirst motor 20L and thesecond motor 20R are, for example, known three-phase alternating-current synchronous motors. Acontrol device 50 provides control to drive thefirst motor 20L and thesecond motor 20R by controlling an inverter that is not illustrated in the drawings. Anoutput shaft 21L of thefirst motor 20L is coupled to the firstdifferential mechanism 10L. Anoutput shaft 21R of thesecond motor 20R is coupled to the seconddifferential mechanism 10R. - The first
differential mechanism 10L has a planetary gear train including asun gear 15L,pinion gears 12L, aring gear 13L, and acarrier 11L supporting thepinion gear 12L. Theoutput shaft 21L of thefirst motor 20L is coupled to thecarrier 11L. The output torque of thefirst motor 20L is transmitted to the firstdifferential mechanism 10L via thecarrier 11L. The firstdifferential mechanism 10L divides the output torque of thefirst motor 20L between a left rear wheel 3LR and the front-wheel side. A portion of the output torque of thefirst motor 20L is transmitted through thering gear 13L and agear train 41L to a drive axle 5LR of the left rear wheel 3LR. A portion of the output torque of thefirst motor 20L is transmitted through thesun gear 15L to anintermediate output shaft 21 and further transmitted through the first right-angle gear 31 to thepropeller shaft 23. - The second
differential mechanism 10R has a planetary gear train including asun gear 15R,pinion gears 12R, aring gear 13R, and acarrier 11R supporting thepinion gears 12R. Theoutput shaft 21R of thesecond motor 20R is coupled to thecarrier 11R. The output torque of thesecond motor 20R is transmitted to the seconddifferential mechanism 10R via thecarrier 11R. The seconddifferential mechanism 10R divides the output torque of thesecond motor 20R between a right rear wheel 3RR and the front-wheel side. A portion of the output torque of thesecond motor 20R is transmitted through thering gear 13R and agear train 41R to a drive axle 5RR of the right rear wheel 3RR. A portion of the output torque of thesecond motor 20R is transmitted through thesun gear 15R to theintermediate output shaft 21 and further transmitted through the first right-angle gear 31 to thepropeller shaft 23. - While the four-wheel drive vehicle accelerates, the first
differential mechanism 10L divides the drive torque outputted by thefirst motor 20L between the left rear wheel 3LR and the front-wheel side by a predetermined allocation ratio. While the four-wheel drive vehicle decelerates, the firstdifferential mechanism 10L divides the regenerative torque generated by thefirst motor 20L between the left rear wheel 3LR and the front-wheel side by a predetermined allocation ratio. Similarly, while the four-wheel drive vehicle accelerates, the seconddifferential mechanism 10R divides the drive torque outputted by thesecond motor 20R between the right rear wheel 3RR and the front-wheel side by a predetermined allocation ratio. While the four-wheel drive vehicle decelerates, the seconddifferential mechanism 10R divides the regenerative torque generated by thesecond motor 20R between the right rear wheel 3RR and the front-wheel side by a predetermined allocation ratio. In the present embodiment, the firstdifferential mechanism 10L and the seconddifferential mechanism 10R are individually configured such that the allocation ratio of output torque allocated to the front-wheel side is 50% or more. - The
propeller shaft 23 is coupled via the second right-angle gear 33 to the thirddifferential mechanism 10F coupled to a drive axle 5LF of a left front wheel 3LF and a drive axle 5RF of a right front wheel 3RF. The thirddifferential mechanism 10F has a known differential gear including two side gears respectively coupled to the drive axle 5LF of the left front wheel 3LF and the drive axle 5RF of the right front wheel 3RF and pinion gears meshing with the two side gears, which are not illustrated in the drawings. The thirddifferential mechanism 10F is operable to cause differential rotation with the left front wheel 3LF and the right front wheel 3RF, for example, while turning or running on a rough road. - The
propeller shaft 23 transmits driving force between thefirst motor 20L and thesecond motor 20R, and the front-wheel side. A portion of the output torque of thefirst motor 20L and a portion of the output torque of thesecond motor 20R are transmitted to the commonintermediate output shaft 21, and the torque combined is transmitted through the first right-angle gear 31, thepropeller shaft 23, and the second right-angle gear 33 to the thirddifferential mechanism 10F. The thirddifferential mechanism 10F divides torque between the left front wheel 3LF and the right front wheel 3RF based on the frictional resistance or rolling resistance of the left front wheel 3LF and the right front wheel 3RF. - In the present embodiment, the
output shaft 21L of thefirst motor 20L and theoutput shaft 21R of thesecond motor 20R are disposed parallel to the drive axle 5LR of the left rear wheel 3LR and the drive axle 5RR of the right rear wheel 3RR. As a result, it is possible to efficiently transmit the output torque outputted by thefirst motor 20L and the output torque outputted by thesecond motor 20R to the drive axle 5LR of the left rear wheel 3LR and the drive axle 5RR of the right rear wheel 3RR by using spur gears without any right-angle gear. - The four-wheel drive vehicle provided with the
drive system 1 according to the present embodiment includes afriction brake system 70. Thefriction brake system 70 illustrated inFIG. 1 is configured as an oil brake system, but this is not to be interpreted as limiting. Ahydraulic unit 73 controls the pressure of oil supplied to individual brake calipers 7LF, 7RF, 7LR, and 7RR (hereinafter collectively referred to as the “brake calipers 7” when the brake calipers 7LF, 7RF, 7LR, and 7RR are not distinguished from each other) respectively provided for the front, rear, left, and right drive wheels 3LF, 3RF, 3LR, and 3RR to generate braking force. Abrake control device 71 including at least one processor and at least one memory provides control to actuate thehydraulic unit 73. Friction braking with thefriction brake system 70 is used in conjunction with regenerative braking with thefirst motor 20L and thesecond motor 20R. - The
control device 50 includes at least one processor such as a central processing unit (CPU) and at least one memory. A portion or all of thecontrol device 50 may be implemented by, for example, updatable software such as firmware or a program module executable according to instructions provided by, for example, the CPU. The memory may be implemented by, for example, a random-access memory (RAM) or a read-only memory (ROM). The memory is not particularly limited with respect to the number and types of memories. The memory stores a computer program to be run by the processor and information such as various parameters to be used in computational processing, detection data, and computation results. - The
control device 50 serves as a device for providing brake control of the four-wheel drive vehicle by running a computer program with the at least one processor. The computer program is configured to cause the processor to perform the operations to be performed by thecontrol device 50. The operations will be described later. The computer program to be run by the processor may be recorded in a recording medium serving as the memory included in thecontrol device 50; alternatively, the computer program may be recorded in a recording medium provided in thecontrol device 50 or any recording medium externally connectable to thecontrol device 50. - The recording medium for recording the computer program may take many forms including any type of magnetic medium such as a hard disk, a floppy disk, and a magnetic tape, any type of optical recording medium such as a compact disc read-only memory (CD-ROM), a digital versatile disc (DVD), a solid state drive (SSD), and a Blu-ray (registered trademark) disc, any type of magneto-optical medium such as a Floptical disk, any type of storage element such as a RAM and a ROM, any type of flash memory such as a Universal Serial Bus (USB) memory, and any other types of medium capable of storing programs.
- In the
drive system 1, the drive axles 5LF and 5RF on the front-wheel side are coupled to each other with the thirddifferential mechanism 10F interposed between the drive axles 5LF and 5RF. The drive axles 5LR and 5RR on the rear-wheel side are coupled via the firstdifferential mechanism 10L and the seconddifferential mechanism 10R, so that the rotation of one of the rear wheels is not transmitted directly to the other. While the four-wheel drive vehicle accelerates, the drive torque outputted by thefirst motor 20L is divided between the left rear wheel 3LR and the front-wheel side, and the drive torque outputted by thesecond motor 20R is divided between the right rear wheel 3RR and the front-wheel side. At this time, drive torque is divided based on the load or rolling resistance of the individual front, rear, left, and right drive wheels. - While the four-wheel drive vehicle turns, the
control device 50 controls the drive torque outputted by thefirst motor 20L and the drive torque outputted by thesecond motor 20R with consideration of, for example, differential rotation due to the turning radius difference between the left and right rear wheels. As such, torque vectoring control for controlling output torque transmitted to front, rear, left, and right drive wheels is performed. - While the four-wheel drive vehicle decelerates, the
control device 50 provides cooperative control of friction braking with thefriction brake system 70 and regenerative braking with thefirst motor 20L and thesecond motor 20R. During this control, regenerative brake torque is divided between the front-wheel side and the rear-wheel side by the firstdifferential mechanism 10L and the seconddifferential mechanism 10R. - The following describes in detail an operational example of the
drive system 1 according to the present embodiment. In the operational example described below, the allocation ratio of torque divided between the front-wheel side and the rear-wheel side by the firstdifferential mechanism 10L and the seconddifferential mechanism 10R is 55:45. However, the allocation ratio of torque divided between the front-wheel side and the rear-wheel side is not limited to this instance; it is sufficient that the allocation ratio of torque allocated to the front-wheel side be 50% or more. -
FIG. 2 indicates the torque (in relative value) transmitted to each of the front, rear, left, and right drive wheels, given that the output torque of thefirst motor 20L corresponds to a relative value of 100, and the output torque of thesecond motor 20R corresponds to a relative value of 100. The output torque of positive values represents drive torque, and the output torque of negative values represents regenerative torque. - While the four-wheel drive vehicle accelerates in straight running, the drive torque outputted by the
first motor 20L is transmitted through thecarrier 11L to the firstdifferential mechanism 10L and divided between the left rear wheel 3LR and theintermediate output shaft 21 coupled to the front-wheel side by the ratio of 45:55. In the instance illustrated inFIG. 2 , the drive torque corresponding to a relative value of 45 is transmitted through thering gear 13L to the left rear wheel 3LR, and the drive torque corresponding to a relative value of 55 is transmitted via thesun gear 15L to theintermediate output shaft 21. - The drive torque outputted by the
second motor 20R is transmitted through thecarrier 11R to the seconddifferential mechanism 10R and divided between the right rear wheel 3RR and theintermediate output shaft 21 coupled to the front-wheel side by the ratio of 45:55. In the instance illustrated inFIG. 2 , the drive torque corresponding to a relative value of 45 is transmitted through thering gear 13R to the right rear wheel 3RR, and the drive torque corresponding to a relative value of 55 is transmitted via thesun gear 15R to theintermediate output shaft 21. - The drive torque (a relative value of 55) transmitted to the
intermediate output shaft 21 out of the drive torque outputted by thefirst motor 20L and the drive torque (a relative value of 55) transmitted to theintermediate output shaft 21 out of the drive torque outputted by thesecond motor 20R add up to a total torque (a relative value of 110); the total torque (a relative value of 110) is transmitted through the first right-angle gear 31, thepropeller shaft 23, and the second right-angle gear 33 to the thirddifferential mechanism 10F. As a result, in total, the drive torque corresponding to a relative value of 110 is transmitted to the left front wheel 3LF and the right front wheel 3RF; the drive torque is divided between the left front wheel 3LF and the right front wheel 3RF by the ratio of 50:50, that is, the ratio of 55:55 in relative value. - While the four-wheel drive vehicle decelerates in straight running or turning, the regenerative torque generated by the
first motor 20L is transmitted through thecarrier 11L to the firstdifferential mechanism 10L and divided between the left rear wheel 3LR and theintermediate output shaft 21 coupled to the front-wheel side by the ratio of 45:55. In the instance illustrated inFIG. 2 , the regenerative torque corresponding to a relative value of −45 is transmitted through thering gear 13L to the left rear wheel 3LR, and the regenerative torque corresponding to a relative value of −55 is transmitted via thesun gear 15L to theintermediate output shaft 21. - The regenerative torque generated by the
second motor 20R is transmitted through thecarrier 11R to the seconddifferential mechanism 10R and divided between the right rear wheel 3RR and theintermediate output shaft 21 coupled to the front-wheel side by the ratio of 45:55. In the instance illustrated inFIG. 2 , the regenerative torque corresponding to a relative value of −45 is transmitted through thering gear 13R to the right rear wheel 3RR, and the regenerative torque corresponding to a relative value of −55 is transmitted via thesun gear 15R to theintermediate output shaft 21. - The regenerative torque (a relative value of −55) transmitted to the
intermediate output shaft 21 out of the regenerative torque generated by thefirst motor 20L and the regenerative torque (a relative value of −55) transmitted to theintermediate output shaft 21 out of the regenerative torque generated by thesecond motor 20R add up to a total torque (a relative value of −110); the total torque (a relative value of −110) is transmitted through the first right-angle gear 31, thepropeller shaft 23, and the second right-angle gear 33 to the thirddifferential mechanism 10F. As a result, in total, the regenerative torque corresponding to a relative value of −110 is transmitted to the left front wheel 3LF and the right front wheel 3RF; the regenerative torque is divided between the left front wheel 3LF and the right front wheel 3RF by the ratio of 50:50, that is, the ratio of −55:−55 in relative value. -
FIG. 3 indicates the torque (in relative value) transmitted to each of the front, rear, left, and right drive wheels while the four-wheel drive vehicle turns, given that the drive torque outputted by thefirst motor 20L corresponds to a relative value of 100, and the drive torque outputted by thesecond motor 20R corresponds to a relative value of 50. - The drive torque outputted by the
first motor 20L is transmitted through thecarrier 11L to the firstdifferential mechanism 10L and divided between the left rear wheel 3LR and theintermediate output shaft 21 coupled to the front-wheel side by the ratio of 45:55. In the instance illustrated inFIG. 3 , the drive torque corresponding to a relative value of 45 is transmitted through thering gear 13L to the left rear wheel 3LR, and the drive torque corresponding to a relative value of 55 is transmitted via thesun gear 15L to theintermediate output shaft 21. - The drive torque outputted by the
second motor 20R is transmitted through thecarrier 11R to the seconddifferential mechanism 10R and divided between the right rear wheel 3RR and theintermediate output shaft 21 coupled to the front-wheel side by the ratio of 45:55. In the instance illustrated inFIG. 3 , the drive torque corresponding to a relative value of 22.5 is transmitted through thering gear 13R to the right rear wheel 3RR, and the drive torque corresponding to a relative value of 27.5 is transmitted via thesun gear 15R to theintermediate output shaft 21. - The drive torque (a relative value of 55) transmitted to the
intermediate output shaft 21 out of the drive torque outputted by thefirst motor 20L and the drive torque (a relative value of 27.5) transmitted to theintermediate output shaft 21 out of the drive torque outputted by thesecond motor 20R add up to a total torque (a relative value of 82.5); the total torque (a relative value of 82.5) is transmitted through the first right-angle gear 31, thepropeller shaft 23, and the second right-angle gear 33 to the thirddifferential mechanism 10F. As a result, in total, the drive torque corresponding to a relative value of 82.5 is transmitted to the left front wheel 3LF and the right front wheel 3RF; the drive torque is divided between the left front wheel 3LF and the right front wheel 3RF by the ratio of 50:50, that is, the ratio of 41.25:41.25 in relative value. - As described above, in the
drive system 1 according to the present embodiment, the drive torque transmitted to each of the front, rear, left, and right drive wheels is controlled by appropriately controlling the output of thefirst motor 20L, which outputs the torque to be divided between the left rear wheel 3LR and the front-wheel side, and the output of thesecond motor 20R, which outputs the torque to be divided between the right rear wheel 3RR and the front-wheel side. Thedrive system 1 does not use any mechanisms for cancelling differential rotation of the front and rear wheels such as couplings. This increases the flexibility to directly control the drive torque transmitted to the individual front, rear, left, and right drive wheels. - The following describes in detail cooperative brake control using friction braking and regenerative braking with the
drive system 1 according to the present embodiment. -
FIG. 4 illustrates cooperative brake control by thecontrol device 50.FIG. 4 illustrates an instance of changes with time of the requested brake torque requested by a driver during manual driving or the requested brake torque calculated during automated driving and changes with time in the proportions of friction brake torque and regenerative brake torque in the requested brake torque. - It is assumed that after braking starts at a vehicle speed of V_0, the requested brake torque keeps increasing for a while and then remains at a fixed value; the four-wheel drive vehicle consequently stops. The
control device 50 calculates regenerative brake torque using the running resistance and vehicle weight, based on a braking operation by the driver or a target deceleration rate in automatic driving control. At this time, because at high vehicle speeds the rotation speed of thefirst motor 20L and thesecond motor 20R is relatively high, the proportion of regenerative brake torque generated by thefirst motor 20L and thesecond motor 20R is made large. - By contrast, because at low vehicle speeds the rotation speed of the
first motor 20L and thesecond motor 20R is relatively low, the magnitude of regenerative brake torque generated by thefirst motor 20L and thesecond motor 20R is limited. Hence, after a time to by which the vehicle speed has decreased to a predetermined threshold V_thr, while the proportion of regenerative brake torque decreases to zero, the proportion of friction brake torque increases. - At this time, because the allocation ratio of friction brake torque allocated to the front-wheel side is higher than the allocation ratio of friction brake torque allocated to the rear-wheel side, if the allocation ratio of regenerative brake torque allocated to the front-wheel side is lower than the allocation ratio of regenerative brake torque allocated to the rear-wheel side, a sudden change can occur in the allocation ratio of brake torque between the front-wheel side and the rear-wheel side. In the present embodiment, the first
differential mechanism 10L and the seconddifferential mechanism 10R are configured such that the allocation ratio of output torque allocated to the front-wheel side is 50% or more. This reduces the likelihood of a sudden change in the allocation ratio of brake torque between the front-wheel side and the rear-wheel side due to a sudden change in the proportions of regenerative brake torque and friction brake torque. -
FIG. 5 illustrates the front/rear allocation ratio of regenerative brake torque and the front/rear allocation ratio of friction brake torque. For example, it is assumed that the allocation ratio of friction brake torque (the front-wheel side:the rear-wheel side) is 60:40. With the allocation ratio of regenerative brake torque (the front-wheel side:the rear-wheel side=40:60) of a comparative example indicated by a dashed line, when the proportions in the requested brake torque suddenly change from the proportions in which the proportion of regenerative brake torque is relatively large to the proportions in which the proportion of friction brake torque is relatively large, the brake torque allocated to the front-wheel side suddenly increases. In such a case, an understeer, spinout, or another kind of behavior can occur, for example, when the friction coefficient of the road surface is small. By contrast, with the allocation ratio of regenerative brake torque (the front-wheel side:the rear-wheel side=55:45) of the example indicated by a solid line, when the proportions in the requested brake torque suddenly change from the proportions in which the proportion of regenerative brake torque is relatively large to the proportions in which the proportion of friction brake torque is relatively large, the brake torque allocated to the front-wheel side increases by a less amount. In this case, the likelihood of an understeer, spinout, or another kind of behavior is reduced. - The allocation ratio of regenerative brake torque is set to any allocation ratio depending on the design of the first
differential mechanism 10L and the seconddifferential mechanism 10R. In the present embodiment, in the case where the allocation ratio of regenerative brake torque allocated to the front-wheel side is 50% or more, it is possible to reduce the likelihood of a sudden change in the allocation ratio when the proportions in the requested brake torque suddenly change from the proportions in which the proportion of regenerative brake torque is relatively large to the proportions in which the proportion of friction brake torque is relatively large. To enhance the effectiveness of the torque vectoring control during turning described above, it is undesirable to make the allocation ratio of the rear-wheel side considerably low. Overall, it is preferable that the allocation ratio of torque divided between the front-wheel side and the rear-wheel side (the front-wheel side:the rear-wheel side) achieved with the firstdifferential mechanism 10L and the seconddifferential mechanism 10R be in the range of 50:50 to 60:40. - The following describes an instance of cooperative brake control processing operations for a four-wheel drive vehicle performed by the
control device 50 with reference toFIG. 6 . - Firstly, the
control device 50 determines whether the four-wheel drive vehicle has started to decelerate (step S11). Thecontrol device 50 determines that the four-wheel drive vehicle has started to decelerate, for example, when any of the following conditions is satisfied: the distance of how far the brake pedal is pushed or the magnitude of force applied on the brake pedal exceeds a predetermined threshold; the speed at which the accelerator pedal is released exceeds a predetermined threshold; an instruction to decelerate according to automatic driving control is received. When it is not determined that the four-wheel drive vehicle has started to decelerate (No in step S11), thecontrol device 50 repeats the determination operation in step S11. - By contrast, when it is determined that the four-wheel drive vehicle has started to decelerate (Yes in step S11), the
control device 50 calculates the requested brake torque (step S13). Thecontrol device 50, for example, refers to a map or another kind of data previously stored in the memory and accordingly calculates the requested brake torque based on the distance of how far the brake pedal is pushed or the magnitude of force applied on the brake pedal, or the speed at which the accelerator pedal is released. When information of the requested brake torque is transmitted by a control device for providing automatic driving control, thecontrol device 50 obtains the information of the requested brake torque. - Next, the
control device 50 calculates the regenerative torque to be generated by thefirst motor 20L and the regenerative torque to be generated by thesecond motor 20R (step S15). For example, thecontrol device 50 obtains information of the rotation speed of thefirst motor 20L and information of the rotation speed of thesecond motor 20R and calculates the regenerative torque that thefirst motor 20L is able to generate and the regenerative torque that thesecond motor 20R is able to generate. For example, while the four-wheel drive vehicle decelerates, thecontrol device 50 causes thefirst motor 20L and thesecond motor 20R on the left and right sides to generate the same regenerative torque. To do this, thecontrol device 50 compares a smaller value between the regenerative torque that thefirst motor 20L is able to generate and the regenerative torque that thesecond motor 20R is able to generate with the value obtained by multiplying the requested brake torque by 0.5; and thecontrol device 50 designates a smaller value between these values as the regenerative torque to be generated by thefirst motor 20L and thesecond motor 20R. - Next, the
control device 50 calculates the sum with respect to the regenerative torque calculated in step S15 (step S17). As a result, the value obtained by doubling the calculated regenerative torque is the value of regenerative brake torque in the requested brake torque. - Next, the
control device 50 calculates the friction brake torque (step S19). For example, thecontrol device 50 subtracts the regenerative brake torque from the requested brake torque and designates the residual deficiency as the friction brake torque. Thecontrol device 50 may refer to a map or another kind of data previously stored for cooperative brake control and calculate the friction brake torque based on the requested brake torque, and the vehicle speed or the rotation speed of thefirst motor 20L and thesecond motor 20R. - Next, the
control device 50 determines whether the vehicle speed of the four-wheel drive vehicle is lower than the predetermined threshold V_thr that is preset (step S21). The threshold V_thr corresponds to a vehicle speed that is achievable with the minimum motor rotation speed at which thefirst motor 20L and thesecond motor 20R stably generate regenerative brake torque; the threshold V_thr is preset to a predetermined value. - When the vehicle speed of the four-wheel drive vehicle is not lower than the predetermined preset threshold V_thr (No in step S21), the
control device 50 causes thefirst motor 20L and thesecond motor 20R to operate in the regeneration mode, targeting the regenerative torque calculated in step S15 (step S25). As a result, regenerative braking force is generated. Thecontrol device 50 transmits the value of friction brake torque calculated in step S19 as an indication value to the brake control device 71 (step S27). Based on the indication value of friction brake torque, thebrake control device 71 controls actuation of thehydraulic unit 73 to generate friction braking force. - By contrast, when the vehicle speed of the four-wheel drive vehicle is lower than the predetermined preset threshold V_thr (Yes in step S21), the
control device 50 gradually reduces regenerative brake torque to zero (step S23). When thecontrol device 50 gradually reduces regenerative brake torque, thecontrol device 50 provides adjustment to friction brake torque by increasing friction brake torque by the reduced amount of regenerative brake torque, so that the requested brake torque is maintained by regenerative brake torque and friction brake torque. As a result, while the proportion of regenerative brake torque in the requested brake torque declines, the proportion of friction brake torque in the requested brake torque rises. - Next, the
control device 50 causes thefirst motor 20L and thesecond motor 20R to operate in the regeneration mode, targeting the value obtained by multiplying the regenerative brake torque calculated in step S23 by 0.5 (step S25). As a result, regenerative braking force is generated. Thecontrol device 50 transmits the value of friction brake torque adjusted in step S23 as an indication value to the brake control device 71 (step S27). Based on the indication value of friction brake torque, thebrake control device 71 controls actuation of thehydraulic unit 73 to generate friction braking force. - After the four-wheel drive vehicle starts to decelerate, from the time when the vehicle speed falls below the threshold V_thr, the requested brake torque changes from the state in which the regenerative brake torque dominates the requested brake torque to the state in which the friction brake torque dominates the requested brake torque. However, the
drive system 1 according to the present embodiment is configured such that with respect to the output torque of thefirst motor 20L and thesecond motor 20R divided by the firstdifferential mechanism 10L and the seconddifferential mechanism 10R, the allocation ratio of the output torque allocated to the front-wheel side is 50% or more. Thus, although the requested brake torque changes from the state in which the regenerative brake torque dominates the requested brake torque to the state in which the friction brake torque dominates the requested brake torque, this configuration reduces the likelihood of a sudden change in the allocation ratio of brake torque between the front-wheel side and the rear-wheel side. - Next, the
control device 50 determines whether the four-wheel drive vehicle has stopped (step S29). For example, when the vehicle speed is zero, thecontrol device 50 determines that the four-wheel drive vehicle has stopped. When the four-wheel drive vehicle has not stopped (No in step S29), thecontrol device 50 determines whether the four-wheel drive vehicle has accelerated (step S31). For example, when the driver has pushed the accelerator pedal, or when an instruction to accelerate according to automatic driving control has been received, thecontrol device 50 determines that the four-wheel drive vehicle has accelerated. When the four-wheel drive vehicle has not accelerated (No in step S31), thecontrol device 50 returns to step S13 and repeats the operations in the steps described above. - By contrast, when it is determined that the four-wheel drive vehicle has stopped (Yes in step S29), or when it is determined that the four-wheel drive vehicle has accelerated (Yes in step S31), the
control device 50 ends the deceleration process. Afterward, until thedrive system 1 stops, the process returns to step S11, and the operations in the steps described above are repeated. - As described above, in the
drive system 1 according to the embodiment of the disclosure, differential mechanisms for dividing output torque between the front-wheel side and the rear-wheel side are provided respectively for thefirst motor 20L and thesecond motor 20R; the output torque allocated to the left front-wheel side and the output torque allocated to the right front-wheel side are combined together; the combined output torque is then transmitted through the right-angle gears and the propeller shaft to the front-wheel side. With this configuration, no device for canceling differential rotation of the front and rear sides is to be provided in the propeller shaft, and torque transmission to the front, rear, left, and right drive wheels is controlled by controlling the output torque of thefirst motor 20L and thesecond motor 20R. - Further, both of the first
differential mechanism 10L and the seconddifferential mechanism 10R are configured such that the allocation ratio of output torque allocated to the front-wheel side is 50% or more. As a result, the allocation ratio of output torque is close to the allocation ratio of friction brake torque. This configuration reduces the likelihood of a sudden change in the allocation ratio of brake torque between the front-wheel side and the rear-wheel side when the vehicle speed of the electric-motor propelled four-wheel drive vehicle is considerably low; in this low-speed state, while the proportion of regenerative brake torque declines, the proportion of friction brake torque rises. As a result, it is possible to hinder unstable vehicle behavior. - A preferred embodiment of the disclosure has been described in detail with reference to the accompanying drawings, but the disclosure is not limited to this example. It is understood that various modifications and alterations within the scope of the technical idea indicated in the appended claims may occur to those skilled in the art and are also embraced within the technical scope of the disclosure.
- For example, in the
drive system 1 according to the embodiment, thefirst motor 20L and thesecond motor 20R respectively correspond to the left rear wheel 3LR and the right rear wheel 3RR, and output torque is transmitted through the commonintermediate output shaft 21 and thecommon propeller shaft 23 to the left front wheel 3LF and the right front wheel 3RF. The technology of the disclosure is, however, not limited to this instance. Thefirst motor 20L and the firstdifferential mechanism 10L may correspond to the left front wheel 3LF, and thesecond motor 20R and the seconddifferential mechanism 10R may correspond to the right front wheel 3RF. With this configuration, output torque may be transmitted through a common intermediate output shaft and a common propeller shaft to the left rear wheel 3LR and the right rear wheel 3RR. For example, when the configuration of thedrive system 1 according to the embodiment is applied to a vehicle designed mainly for motorsport driving, the running stability is more effectively improved. - In the
drive system 1 according to the embodiment, a portion of the output torque of thefirst motor 20L and a portion of the output torque of thesecond motor 20R are transmitted to the front-wheel side through theintermediate output shaft 21 with the sun gears 15L and 15R, which are disposed on both ends of theintermediate output shaft 21, and the first right-angle gear 31. The technology of the disclosure is, however, not limited to this instance. For example, a common output shaft with a right-angle gear and an output shaft for receiving the output torque distributed to the front-wheel side by the firstdifferential mechanism 10L and the seconddifferential mechanism 10R may be coupled to each other with a gear train. - In the
drive system 1 according to the embodiment, limited slip differential gears may be provided respectively for the firstdifferential mechanism 10L and the seconddifferential mechanism 10R. Thecontrol device 50 controls actuation of the limited slip differential gears. Under this control, the limited slip differential gears are operable to limit differential operations of the firstdifferential mechanism 10L and the seconddifferential mechanism 10R. For example, when the left rear wheel 3LR is slipping, the rolling resistance of the left rear wheel 3LR is considerably lower than the rolling resistance of theintermediate output shaft 21 coupled to the front-wheel side. While the left rear wheel 3LR is slipping, the limited slip differential gear limits the differential operation of the firstdifferential mechanism 10L to redistribute the output torque of thefirst motor 20L to another drive wheel through theintermediate output shaft 21. This configuration makes it easy to release the vehicle from the slip state and start the vehicle. - In the embodiment, the instance in which brake torque (Nm) is used to compute requested braking force (N), regenerative braking force (N), and friction braking force (N) is described. The technology of the disclosure is, however, not limited to this instance. The computation may be carried out using another kind of indicator.
- The
control device 50 illustrated inFIG. 1 can be implemented by circuitry including at least one semiconductor integrated circuit such as at least one processor (e.g., a central processing unit (CPU)), at least one application specific integrated circuit (ASIC), and/or at least one field programmable gate array (FPGA). At least one processor can be configured, by reading instructions from at least one machine readable tangible medium, to perform all or a part of functions of thecontrol device 50. Such a medium may take many forms, including, but not limited to, any type of magnetic medium such as a hard disk, any type of optical medium such as a CD and a DVD, any type of semiconductor memory (i.e., semiconductor circuit) such as a volatile memory and a non-volatile memory. The volatile memory may include a DRAM and a SRAM, and the non-volatile memory may include a ROM and a NVRAM. The ASIC is an integrated circuit (IC) customized to perform, and the FPGA is an integrated circuit designed to be configured after manufacturing in order to perform, all or a part of the functions of the modules illustrated inFIG. 1 .
Claims (3)
1. A drive system for a four-wheel drive vehicle driven by electric motors, the four-wheel drive vehicle comprising a friction brake system, the drive system comprising:
a first motor and a second motor;
a propeller shaft configured to transmit power between a front-wheel side and a rear-wheel side;
a first differential mechanism coupled to the first motor, the first differential mechanism being configured to divide output torque of the first motor between a first side of the front-wheel side and the rear-wheel side and a left wheel on a second side of the front-wheel side and the rear-wheel side that is different from the first side;
a second differential mechanism coupled to the second motor, the second differential mechanism being configured to divide output torque of the second motor between the first side and a right wheel on the second side; and
a control device configured to control regenerative braking force acting as a result of causing the first motor and the second motor to operate in a regeneration mode and friction braking force generated by the friction brake system, wherein
each of the first differential mechanism and the second differential mechanism is configured such that an allocation ratio of output torque allocated to the front-wheel side is 50% or more.
2. The drive system for a four-wheel drive vehicle according to claim 1 , wherein the control device is configured to
while the four-wheel drive vehicle decelerates, perform cooperative control to make a sum of the regenerative braking force and the friction braking force equal to a predetermined value of requested braking force, and
when a vehicle speed of the four-wheel drive vehicle changes from a vehicle speed higher than or equal to a predetermined threshold to a vehicle speed lower than the predetermined threshold, increase a proportion of the friction braking force with respect to the requested braking force.
3. The drive system for a four-wheel drive vehicle according to claim 1 , wherein the second side is the rear-wheel side, and the first side is the front-wheel side.
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JP2022-081505 | 2022-05-18 | ||
JP2022081505A JP2023170053A (en) | 2022-05-18 | 2022-05-18 | Drive system of four-wheel drive car |
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US20230373295A1 true US20230373295A1 (en) | 2023-11-23 |
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US18/144,454 Pending US20230373295A1 (en) | 2022-05-18 | 2023-05-08 | Drive system for four-wheel drive vehicle |
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JP (1) | JP2023170053A (en) |
CN (1) | CN117087404A (en) |
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